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CHAPTER 2: RANGE OF ALTERNATIVES <br />2.4 Alternative 3: Widen <br />1-90 in the Median, <br />Reversible Lanes <br />Alternative 3 is based on an approach to add <br />flexibility to the 1-90 corridor by adding more <br />lanes in the direction of traffic when at the <br />times they are most needed. This alternative <br />would add two new lanes within the existing <br />1-90 median. The direction of the two lanes <br />would change direction based on peak <br />demand (for example, Sunday westbound, <br />Friday eastbound). This alternative would <br />create four lanes in the direction during the <br />days/hours when traffic is heaviest. Access <br />into the reversible lanes would occur only at <br />MP 70 and MP 85 with potential intermediate <br />access points. Additionally, opportunities for <br />emergency service vehicles to exit at various <br />locations would be provided. Interlocat traffic <br />would generally not use the reversible lanes <br />while long-distance commercial freight and <br />those looking to get through this section <br />without stopping would use this bypass route <br />during peak travel times. <br />Existing lane widths on 1-90 would not change, <br />nor would the existing outside shoulder. The <br />median would be used for the two new lanes, <br />barriers from existing 1-90 lanes, and new <br />inside shoulders. Each new lane would be 12 <br />feet wide with new inside shoulders of 4 to 10 <br />feet. Most of the land required for expansion is <br />located within the existing WSDOT right-of-way. <br />Figure 2-3 presents the general alignment for <br />Alternative 3. Figure 2-6 shows a perspective <br />cross-section of the proposed alternative. <br />Considerations <br />• Widening would occur within existing <br />WSDOT right of way (median). <br />• Median width would be decreased, <br />possibly interfering with current WSDOT <br />maintenance strategies. <br />• During non -peak travel times, reversible <br />lanes could be ofFline or not operational. <br />• Congestion in the non -peak direction would <br />occur during the heaviest travel periods. <br />• Access to the reversible lanes would be <br />limited to MP 70 and MP 85. <br />• Median barriers would delineate the new <br />lanes. <br />• The alignment of the new lanes within <br />the existing median would vary to <br />avoid impacts and also accommodate <br />constructability. <br />• This alternative assumes the replacement <br />of all culverts and stream structures to the <br />current requirements for fish or hydraulic <br />demand. <br />• Property impacts to Washington State <br />Department of Fish and Wildlife at MP 79.1 <br />due to realignment. <br />• This option would not trigger the <br />replacement of the Cle Elum River <br />Bridges 90/134N and 90/134S at MP 80.85. <br />An independent structure has been <br />constructed previously in the median <br />between the existing bridges (2022 Bridge <br />Painting Project). <br />• Widening towards the outside of the <br />existing roadway would still be required in <br />select locations where median width is not <br />availabte. <br />• Most existing bridges spanning over the <br />1-90 corridor would need to be replaced <br />due to impacts to the center pier. <br />VOLUME 1: FEASIBILITY REPORT 1-90 Corridor Easton to Cle Elum Feasibility Study 1 16 <br />